FR3111955A1 - Aerogenerator device, respectively hydrogenerator, provided with a sliding wing. - Google Patents

Abstract

The invention relates to an aerogenerator device, respectively hydrogenerator comprising: - at least one wing (12), with a leading edge (22) and a trailing edge (24) received on a support frame (10) and presenting relative to the support frame a freedom of movement in translation parallel to a translation axis (30), back and forth between a first end position (36a) and a second end position (36b), - at least one inertial energy accumulator (14), - at least one transmission (60) connecting the wing to the inertial energy accumulator (14), - at least one electrical generator (82) coupled to the energy accumulator inertial (14). The invention finds applications in particular in the supply of energy to an electrical energy distribution network. Figure 2

Description

Aerogenerator device, respectively hydrogenerator, equipped with a sliding wing.

The present invention relates to an aerogenerator device, respectively hydrogenerator, provided with a sliding wing. The Device is said to be aerogenerator or hydrogenerator depending on whether the sliding wing is driven by the wind, i.e. by an air flow, or whether the sliding wing is driven by a flow of water. Airflow, or waterflow, are used to move the wing and provide energy to the device, which collects it. The energy collected by the device can be made available in the form of mechanical energy or can be converted into electrical energy.

Combined with an energy accumulator, the device of the invention can also be used as a means of permanent energy storage, the energy collected being used to compensate for energy losses.

The invention finds applications in the supply of energy, and in particular electrical energy for domestic or industrial use. The device of the invention can be implemented either in addition to an electrical energy distribution network provided with other electrical energy production facilities, or as a substitute for such a network, in regions which are lacking.

State of the prior art

We know aerogenerators in the form of wind turbines. Wind turbines are usually equipped with a rotor with blades, i.e. rotating wings. The rotor drives the shaft of an electrical generator and the electrical energy produced can be transmitted to a power distribution network. It can also be stored in an electric storage battery.

The electric generator is comparable to a reversible electric motor which supplies an electric current when its rotor is set in motion.

Hydrogenerators are also known, operating substantially in the same way. They can be installed in a watercourse or attached to a ship so as to drive the rotor by a water current. Hydrogenerators can be implemented in particular on sailboats for the electricity needs of the sailboat.

A first difficulty encountered with known wind turbines is a threshold phenomenon of electricity production. Indeed, to trigger the rotation of the rotor of the wind turbine, the wind speed must exceed a threshold value which is greater than the wind speed necessary to maintain the rotation of the rotor. In such a case, a weak wind, and in particular a weak and intermittent wind, does not allow the operation of the wind turbine.

This difficulty can be circumvented by temporarily supplying the electrical generator from the electrical distribution network to which the wind turbine is connected. The temporary power supply of the electric generator makes it possible to use its motor, which is reversible, to initiate the rotation of the blades despite insufficient wind. On the other hand, in the absence of an electrical distribution network with other energy production facilities, it is not possible to implement this rotation process.

Another difficulty, in the absence of an extensive electrical energy distribution network, is the storage of the electrical energy produced. The storage of electrical energy, including temporary storage, requires the use of accumulator batteries. However, the use of such batteries requires regular maintenance in order to guarantee the proper functioning of the installation. The storage of electrical energy in accumulator batteries is also a costly and polluting technological option.

Maintenance constraints limit the autonomy of energy production facilities and make them unsuitable in regions where a maintenance service is unavailable, for example due to access difficulties.

We know, moreover, energy storage systems with flywheels, also called "flywheel". These systems lose up to 20% of their capacity in 24 hours, which is their main disadvantage compared to other energy storage systems.

The object of the invention is to propose an energy-generating device which makes it possible to obviate the aforementioned difficulties.

One aim is in particular to provide such a device which is autonomous, which is non-polluting, and which has a long lifespan.

Another object is to provide such a device which requires little maintenance, and whose maintenance is inexpensive and environmentally friendly.

Another object is to propose such a device which can be used in the absence of an extensive electrical distribution network and in the absence of other electrical energy production facilities.

Another object of the invention is to provide a particularly economical aerogenerator or hydrogenerator device devoid of accumulator batteries for storing the energy produced.

Another object of the invention is to provide a wind generator or hydrogenerator device with a particularly low operating threshold, and which is insensitive to a momentary absence of wind or water current.

Finally, an object of the invention is to propose an aerogenerator or hydrogenerator device used in permanent energy storage equipment.

To achieve these aims, the invention more specifically proposes an aerogenerator, respectively hydrogenerator device comprising:
- a support frame,
- at least one wing, with a leading edge and a trailing edge, received on the support frame and having relative to the support frame freedom of movement in translation parallel to a translation axis, back and forth between a first end position and a second end position, the wing further having, with respect to the support frame, a freedom of pivoting between a first wing angular position associated with the outward direction and a second angular position of wing associated with the return, around a first pivot axis substantially perpendicular to the translation axis
- a power take-off shaft,
- at least one transmission connecting the wing to the PTO shaft,
and in which the support frame comprises first stops for actuating a pivoting of the wing between the first angular position of the wing and the second angular position of the wing, in the vicinity of the end positions.

Wind generator, respectively hydrogenerator, means a device capable of collecting wind energy, respectively hydraulic energy, and making it available in another form, for example, in the form of mechanical energy.

In the case of the invention, the provision of energy takes place on the power take-off shaft. The PTO shaft can be connected to a machine in order to communicate the movement to it, like an engine.

The transmission has a double function. A first function is to transmit the movement of the wing to the output shaft or, conversely, to transmit a movement of the output shaft to the wing. A second function is to convert the translation movement of the wing parallel to the translation axis into a rotation movement of the PTO shaft. The conversion of the translational movement into a rotational movement can take place by a cam and connecting rod system. In a particular embodiment, the connecting rod may have a first end connected to the wing and a second end connected to a chain, circulating around a drive pinion of the power take-off shaft. The connecting rod is, in this case, pivotally mounted on the wing and on the chain.

According to an improvement, described below, the device of the invention may also comprise at least one electric generator coupled to the power take-off shaft. In this case, the energy collected by the device and available on the PTO shaft is converted into electrical energy and made available in electrical form. An electric generator is considered to be coupled to the PTO shaft when it is driven by the PTO shaft. In particular, the power take-off shaft can constitute the rotor shaft of the electric generator.

By frame is meant a support structure of the device. The support frame may in particular comprise a metal framework on which the various members of the device are mounted.

The wing is the component of the device likely to be exposed to a flow of air or a flow of water depending on whether the device is used as a wind generator or a hydrogenerator. In the rest of the description, the reference to a wing exposed to the wind, or to an air flow is understood as not excluding the implementation of the device as a hydrogenerator with a wing exposed to a stream of water.

The term “wing” is understood to mean a component capable of undergoing lift when it is exposed to the wind or to a current of water, that is to say a force perpendicular to the flow of air or water, and d to be moved by this force. Thus, the term wing is understood as encompassing any blade, sail or aerodynamic or hydrodynamic profile likely to be exposed and moved by the wind or by a water current. The device of the invention may comprise one or more wings. In the following description, reference is made to a single wing, without prejudging the number of wings of the device.

The wing has a leading edge which is the "front" edge considered with respect to the flow of the wind, and a trailing edge which is the "rear" edge of the wing considered with respect to the flow of the wind. wind.

The wing can be slidably received on the frame when its translation movement is guided along the translation axis. It can be mounted, for example, on slides extending on its lateral sides, that is to say the sides adjacent to the trailing edge or to the leading edge. The sliders can take the form, for example, of bars or sections cooperating with sliders used for fixing the wing.

As indicated previously, the wing presents a freedom of translation with an alternating movement of going and returning between two end positions. In particular, the movement can be a vertical movement, from top to bottom, or a horizontal movement from right to left. The vertical or horizontal character of the movement is however not essential.

According to an improvement, the device may also comprise at least one inertial energy accumulator coupled to the power take-off shaft.

The inertial accumulator is considered to be coupled to the PTO shaft when it can be driven by the PTO shaft or when the PTO shaft can be driven by the inertial accumulator. By inertial accumulator is meant a mechanical energy accumulator capable of storing kinetic energy, and in particular rotational kinetic energy. The inertial accumulator may in particular comprise one or more flywheels. Flywheel means a device having axial symmetry, which can be driven in rotation along its axis, and capable of storing kinetic energy when it is rotated along its axis.

The transmission, mentioned above, also creates a kinetic link between the wing and the inertial accumulator(s). It is a mechanical transmission.

Advantageously, the kinetic energy stored in the inertial accumulators makes it possible to temporarily maintain the translational movement of the wing in the event of weak wind, which avoids any threshold for putting the device into operation. A clutch system can be provided to disconnect the wing from the inertial energy accumulators so as to conserve the kinetic energy accumulated in the absence of wind.

Conversely, when the aerogenerator or hydrogenerator device is coupled to an inertial energy accumulator and in particular a flywheel accumulator, it constitutes with this accumulator a particularly durable and non-polluting energy storage system. Indeed, the energy of the flow of water or air, received by the wing, and transmitted to the accumulator also makes it possible to compensate for the losses inherent in the storage of energy in kinetic form. Energy storage for several days or even several weeks can be envisaged.

When the device comprises one or more electric generators, these can also be coupled to the inertial energy accumulator. As mentioned above, the electric generators make it possible to convert, into electrical energy, the mechanical energy of the wing in motion but also the kinetic energy of rotation accumulated in the flywheels of the inertial accumulator(s). The electric generator or generators deliver a current which can be distributed to a local distribution network, for example.

The electric generator or generators may comprise motors, used as a generator, and whose rotor is rotationally coupled with a rotation shaft of an inertial energy accumulator and/or the power take-off shaft.

As mentioned above, the wing also has, with respect to the support frame, a freedom of pivoting between a first wing angular position, associated with the outward direction, and a second wing angular position associated with the return, around a first pivot axis substantially perpendicular to the translation axis.

A pivoting of the wing, made possible by the freedom of angular pivoting of the wing, makes it possible to adapt the incidence of the wing to the path of its travel between the end positions, and thus makes it possible to maintain a movement reciprocating the wing between end positions.

One of the wing angular positions is considered to be associated with the outward direction when a majority of the stroke between one end position, for example the first end position, and the other end position , the second end position, is performed with the wing in this angular position. In the same way, a majority part of the return stroke between the second is carried out in the second angular position.

Ideally, 100% of the forward stroke is performed with the first angular position and 100% of the return stroke is performed with the second angular position. However, satisfactory operation of the device can be ensured with a lower ratio, for example when only 80% of the forward stroke is performed with the first angular position and 80% of the return stroke is performed with the second angular position.

The support frame includes stops for actuating the wing pivoting between the first wing angular position and the second wing angular position, and vice versa, in the vicinity of the end positions. These are the "first actuation stops" already mentioned.

Thanks to the pivoting of the wing, it is possible to modify its incidence in relation to the flow of air or water and therefore the orientation of its lift for each of the outward and return journeys of the wing's stroke. Pivoting is preferably carried out in the vicinity of the end positions of the stroke of the wing so as to optimize the action of the flow of air or water on the wing.

The angular positions of the wing are such that the trailing edge of the wing is inclined opposite to the direction of movement of the wing.

As an example, for a wing presenting a vertical translation stroke, the trailing edge is pivoted downwards for an upward stroke of the wing. Conversely, the trailing edge is pivoted upwards for a downstroke of the wing.

The first and second angular positions give the wing lift respectively in the forward direction and in the return direction of its stroke.

The pivoting of the wing is caused by an interaction of the actuation stops with the wing or possibly with one or more appendages of the wing, integral with the wing. The appendages, or the part of the wing cooperating with the stops, can be located, for example, between the leading edge of the wing and the first pivoting axis of the wing, so as to give the wing an incidence allowing the maintenance of its movement.

The kinetic energy of the wing, and if necessary the energy stored in the inertial accumulator, is used to automatically cause the wing to pivot at each end of its travel and thus maintain the forward and backward movement. return of the wing between the stroke end positions.

According to an advantageous embodiment of the device, the latter may comprise a lock for locking the wing selectively in one of the first wing angular position and the second wing angular position. Without preventing the pivoting of the wing in its end positions, the blocking lock has the function of guaranteeing the maintenance of the angular position of the wing throughout the forward part, respectively the return part, of its stroke. . The lock prevents the wing from causing it to rotate unexpectedly and opposing its angle of attack to its course.

Several embodiments of the lock can be envisaged. The lock may be a bistable lock between two positions corresponding to the two angular positions of the wing. It includes, for example, a latch loaded by a spring, and combined with two indentations of a circular piece integral with the wing.

According to an improvement of the device, the wing may comprise an aileron articulated on the wing, the aileron having, relative to the wing, a freedom of pivoting along a second pivot axis substantially parallel to the first pivot axis, between a first aileron angular position associated with the outward direction and a second aileron angular position associated with the return.

Out and back is understood as the outward and return strokes of the wing between its end positions. The aileron thus pivots between the first aileron position and the second aileron position when the wing reaches the end positions of its stroke.

The aileron is provided on the wing in the vicinity of its trailing edge and can constitute the trailing edge of the wing. The function of the fin is to increase the lift of the wing, i.e. the displacement force that the wind or the current of water exerts on the wing.

The pivoting of the aileron can be operated substantially concomitantly with that of the wing. Preferably the pivoting of the aileron can be simultaneous with that of the wing or slightly delayed with respect to the wing.

The two angular positions of the aileron are preferably located on either side of a plane of the wing containing the first pivot axis and the second pivot axis. Furthermore, the aileron is preferably pivoted in the same direction as the wing, that is to say opposite to the direction of movement of the wing. In other words, the first angular position of the aileron is combined with the first angular position of the wing and the second angular position of the aileron is combined with the second angular position of the wing so as to increase the lift of the wing on each of its outward and return journeys of its course.

Just as with the wing, the pivoting of the aileron can preferably be automatic pivoting, also using the kinetic energy of the wing. The device may also include second aileron pivot actuation stops between the first aileron angular position and the second aileron angular position.

The second aileron pivot actuation stops function comparable to the first wing pivot actuation stops. They come into contact with the aileron or possibly an appendage of the aileron, when the wing arrives at the end positions of its stroke, so as to reverse the orientation of the aileron.

According to another possibility, a transmission, for example a belt integral with the wing, can cause the pivoting of the aileron by linking it to that of the wing.

As indicated above, the device may include one or more inertial energy accumulators. The inertial energy accumulator, or each accumulator, if there are several, can advantageously comprise a plurality of flywheels mounted on a common shaft.

In addition, the device may include at least one flywheel coupling clutch on the common shaft. A coupling clutch can be used for all the flywheels of an inertial energy accumulator, or preferably, each flywheel can be associated with its own clutch.

The coupling clutch(es) are used to couple a variable number of flywheels with the common shaft and therefore with the PTO shaft and with the wing.

The use of a variable number of flywheels makes it possible to modify the moment of inertia of the inertial energy accumulator which comprises the flywheels, and thus to modify the quantity of energy stored for a speed given rotation of the shaft. This measure makes it possible to rotate the flywheels at a substantially constant speed while adjusting the capacity of the inertial energy accumulators to the energy production of the wing.

When no kinetic energy is stored in the inertial energy accumulators, and the wing is stationary due to lack of wind, all the flywheels can be disengaged so as not to hinder the movement of the wing. This lowers the wing's motion threshold to a minimum value.

According to a particular possibility of implementation, each flywheel can be associated with a coupling clutch, and the coupling clutches can be electrically controlled clutches. They can, in this case, be controlled by a control unit, depending on a speed of rotation of the common shaft.

The control unit comprises, for example, a device management computer. It can be associated with a shaft rotation speed sensor of one or more inertial energy accumulators. Thus when the speed of rotation of the shaft tends to increase, the control unit can control the coupling clutch of an increasing number of flywheels, so as to make them integral with the rotation of the shaft. . This allows the rotational kinetic energy to be absorbed in these flywheels, stabilizing the rotational speed of the shaft and moderating the speed of movement of the wing.

The inertial energy accumulators thus have, in addition to their function of energy storage and a function of moderation of the speed of the wing, knowing that the speed of the wing is proportional to the speed of rotation of the shaft. Runaway operation in strong winds can thus be avoided.

The control unit can also be connected to an anemometric sensor and control disengagement of all the flywheels when the wind speed drops below a set value. This measure avoids consuming stored kinetic energy for unnecessary maintenance of the movement of the wing.

Coupling clutches are not necessarily electrically operated clutches. It is also possible to use centrifugal clutches with increasing coupling stiffness for the different flywheels of the same inertial energy accumulator. The flywheels are thus also coupled to the shaft according to the speed of rotation of the latter.

According to another advantageous feature of the device, the latter may comprise at least one wing return spring. Preferably several return springs can be provided.

The function of the wing return springs is to absorb and then release the kinetic energy of the wing, when the wing reaches the end positions of its pendular travel, i.e. when the direction of movement of the wing is reversed.

The term "spring" means any elastic member capable of absorbing the energy of the wing when the wing reaches an end position and of restoring it to the wing as soon as the wing leaves in the direction of the other end position. The reception and release of energy from the wing are limited to a small part of the wing's travel corresponding to the reversal of its direction of movement. In particular, the spring may be a coil spring acting in compression. In the case of a coil spring, the spring is compressed when the wing reaches an end position.

The return springs can be integral with the wing or more precisely with a slider for fixing the wing to the side guides. The return springs can also be integral with the frame. Furthermore, sliding stops can be combined with the return springs, the sliding stops coming, in this case, into contact with the return springs when the wing reaches the end positions.

Other characteristics and advantages of the invention emerge from the following description with reference to the figures of the drawings.

Brief description of figures

Figure 1 is a simplified perspective of a device according to the invention having a vertical displacement wing.

Figure 2 is another perspective of the device of Figure 1.

Figure 3 is yet another perspective of the device of the previous figures illustrating in more detail an inertial energy accumulator of the device.

Figure 4 is a simplified perspective of another device according to the invention having a wing with horizontal displacement.

Figures 5a and 5b are detailed presentations respectively of a wing and an aileron usable in a device according to the invention and in particular a device according to Figure 4.

Figure 6 is a representation on a larger scale, and in partial transparency of part of a wing usable for a device according to the invention and illustrating its attachment.

Figures 7 and 8 are schematic sections on a larger scale of part of a wing illustrating the possibilities of producing locks for blocking a pivoting of the wing.

Figure 9 is a representation of a hydrogenerator device according to the invention.
The figures are shown in free scale.

Detailed description of embodiments of the invention

In the following description, identical, similar or equivalent parts of the different figures are marked with the same reference signs so as to simplify transfer from one figure to another.

Figure 1 shows an aerogenerator device according to the invention. It comprises a frame 10, in the form of a metal frame on which a wing 12 is mounted, and two inertial energy accumulators 14.

The wing 12 has a leading edge 22, a trailing edge 24 and side edges 26 adjacent to the leading edge 22 and the trailing edge 24. The leading edge is the edge facing the wind to which the device is likely to be exposed.

The present wing 12 is slidably received on the frame 10. And has a freedom of translation parallel to a vertical axis of translation 30. More specifically, wing attachments 32, in the form of sliders, are mounted on sliders 34 extending parallel to translation axis 30.

The movement of the wing is a movement back and forth or back and forth between two end positions 36a, 36b symbolically indicated by small arrows.

The fasteners 32 are provided with an axial articulation and thus confer on the wing 12 a freedom of pivoting around a first pivot axis 40, perpendicular to the translation axis 30. It can be noted that the first pivot axis 40 is also substantially parallel to the trailing edge 24 of the wing.

The wing 12 can pivot between a first angular position and a second angular position on either side of a reference plane 42 perpendicular to the translation axis 30 and containing the pivot axis 40. This is here from a horizontal plane.

The pivoting of the wing on either side of the reference plane 42 makes it possible to modify the incidence of the wing relative to the wind so that the wind exerts on the wing upward or downward lift forces causing the reciprocating wing displacement.

In the example of FIG. 1, the wing is in an angular position in which the trailing edge 24 is above the reference plane 42. The wing is thus subjected to downward lift forces.

The pivoting of the wing is operated by interaction of the wing with wing pivoting actuation stops 52a, 52b. In FIG. 1, one can note the presence of a pair of wing pivoting actuation stops 52a, corresponding to the low end position 36a, and a pair of wing pivoting actuation stops. high wing 52b corresponding to the high end position 36b.

The pivoting of the wing takes place when pivoting appendages 54 of the wing come into contact with the wing pivoting actuation stops 52a, 52b. The pivot appendages are located between the leading edge 22 of the wing and the hinged attachments 32. The stops may have a curved ramp of contact with the pivot appendages, so as to cause progressive pivoting.

The movement of the wing 12 is transmitted to the inertial energy accumulators 14 via transmissions 60, one of which is visible on the right part of FIG. 1. An identical transmission 60 connects the wing 12 to the two accumulators of inertial energy 14. The following description refers to one of them.

The transmission 60 comprises a connecting rod 62 with a first end mounted articulated on the attachment 32 of the wing 12 and a second end mounted articulated on a chain 64 of transmission carrying out a race between two toothed wheels 66, 68 parallel to the axis translation 30. One of the toothed wheels 68 is mounted on a shaft 70 of the inertial energy accumulator. The shaft 70, receiving the movement of the wing via the transmission 60 also constitutes a power take-off shaft within the meaning of the invention. It can be connected to the transmission 60 through a speed multiplier 71 with a ratio of 50, for example. The length of the chain stroke corresponds to the length of the stroke of the wing separating its end positions 36a, 36b. The combination of the connecting rod and the chain 64 makes it possible to transform the translational movement of the wing into a rotational movement to drive the shaft 70 of the corresponding inertial energy accumulator 14, passing through the speed multiplier. speed 71.

Figure 3 shows a section of an inertial energy accumulator 14 along a plane passing through a drive shaft 70. The speed multiplier is also seen there. The inertial energy accumulator 14 comprises flywheels 72, mounted on the shaft 70, also referred to as the “common shaft”. This is the shaft driven by the transmission 60. Preferably a small spacing, of the order of 1 cm, is preserved between the nearest neighboring flywheels to limit the flow of air and friction associates. The flywheels 72 are mounted on the common shaft 70 respectively via electrically operated clutches 74. The rotating flywheels are in the form of discs in the embodiment described and are housed in a casing 76 of the inertial energy accumulator 14.

The electrically controlled clutches 74 of the flywheels 72 are connected to a control unit 80, represented symbolically, and controlled by the control unit 80 according to a rotational speed of the shaft 70 entered by a sensor not shown. The control unit 80 can be powered by the generator device or by an autonomous power supply, for example, by a solar panel. It is configured to vary the number of flywheels engaged with the shaft 70 depending on the speed of rotation of the shaft, thus modifying the angular moment of rotation of the inertial energy accumulator. An increasing number of flywheels are set in motion as the rotational speed of shaft 70 increases.

Finally, it is possible to observe in FIGS. 2 and 3 the presence of electric generators 82, in the form of motors used as generators, and coupled to the common shaft 70 of the flywheels. An electric generator 82 is preferably associated with each energy accumulator.

The electric generator 82 is driven in rotation by the shaft 70 of the inertial energy accumulator, that is to say the common shaft of the flywheels. It delivers an electric current capable of supplying a local electrical distribution network 84. In other words, the kinetic energy of the inertial energy accumulator 14 is converted into electrical energy.

Figure 4 shows another possible embodiment of a device according to the invention. This is a wind generator provided with a wing having a freedom of translation parallel to a horizontal translation axis 30 .

The device of figure 4 comprises four inertial energy accumulators 14 coupled to the wing by transmissions 60.

In the embodiment of Figure 4, the wing 12 comprises an aileron 92 which forms the trailing edge 24 of the wing 12. The aileron 92 is mounted in an articulated manner on the wing 12. It has a pivoting freedom between a first aileron angular position and a second aileron angular position. Pivoting takes place around a second pivot axis 90 parallel to the first pivot axis 40, that is to say that of the wing.

The two angular pivot positions of the aileron 92 are located on either side of a mediator plane of the wing 12 containing the first pivot axis. As shown in Figure 4, the pivoting of the aileron 92 is done in the same direction as that of the wing so as to increase the lift of the wing 12.

One can note in FIG. 4 the stops 52a, 52b for wing pivoting actuation already mentioned with reference to FIG. 1. In addition to these stops, the device of FIG. 4 also comprises stops 102a, 102b for pivoting of the aileron 92. An aileron pivoting actuation stop 102a, 102b have a function comparable to that of the wing pivoting actuation stops 52a, 52b: they make it possible to use the movement of the wing to automatically cause the aileron to pivot when the wing arrives in one of its end positions 36a, 36b.

The actuation stops 52a, 52b, 102a, 102b for wing or aileron pivoting are integral with the frame 10.

The operation of the device of figure 4 is comparable to that of figure 1, except that the wing does not move from top to bottom and from bottom to top but from right to left and from left to right.

When the wing arrives at one of the end positions, for example the right end position 36b in FIG. 4, it comes into contact with the wing and aileron pivot stops 52b and 102b . The movement of the wing then makes it possible to automatically tilt the trailing edge of the wing and the aileron.

During an alternation of the movement, the wing occupies a first angular wing position with a wing angle (+α) with respect to a plane perpendicular to the axis of translation 30 and the aileron occupies a first aileron angular position with an aileron angle (+β) with respect to a mediator plane of the wing containing the first pivot axis 40 and the second pivot axis 90. As a result, the component of the wind perpendicular to the axis of translation 30 and crossing the device exerts on the assembly formed by the wing and the aileron a lift to the left and causes the movement of the wing to the left.

Leftward movement continues to left wing tip position 36a, where further interaction with wing and aileron pivot actuation stops 52a, 102a causes the wing to pivot. wing and aileron to the left. The wing and aileron then occupy symmetrical wing and aileron angular positions, with opposite wing and aileron angles (- α, β).

The pivoting of the wing and the aileron is still done automatically by using part of the kinetic energy of the wing. After pivoting, the wind exerts lift on the wing and aileron to the right and causes the wing to move to the right.

The alterative movement from right to left and from left to right continues in this way, while the kinetic energy of the wing is cornered in the inertial energy accumulators and/or converted into electrical energy.

The value of the angle α can be between 0 and 90 degrees of angle. The value of the angle β can be between 0 and 90 degrees of angle. The angles are considered relative to a plane perpendicular to the translation axis.

It can be noted in FIG. 4 that the axes 71 of the shafts 70 of the inertial energy accumulators are vertical, in the example of FIG. 3. This measure makes it possible to reduce friction.

Figures 5a and 5b respectively show a wing and an aileron forming part of the wing. The wing and the aileron are represented on separate figures for better readability. The wing, provided with the aileron, can be used in a device according to the invention, for example the device of FIG.

The wing 12 has a leading edge 22 and a trailing edge 24 provided with an aileron 92. The wing has an attachment 32 articulated around the first axis 40 and the aileron has an attachment 94 articulated around the second axis 90.

One can also note in FIGS. 5a and 5b the presence of pivot appendages 54, 55 in the vicinity of the leading edge 22 of the wing 12, and in the vicinity of the attachment 94 for the aileron.

Figure 6 is a side view and in partial transparency of a wing part, showing in particular its articulation on the frame.

In the embodiment of FIG. 6, the wing is pivotally mounted on a wing shaft 41 extending along the first pivot axis 40 indicated in FIG. 1. A latch 46 for locking the wing is provided on the shaft to block the wing in one of its first and its second angular position. This is a bistable lock operable between two locking positions corresponding respectively to the first and second wing angular position.

The locking latch 46 comprises a latch 110 extending radially through the wing shaft 41. The latch, loaded by a spring 112, can engage at its opposite ends, respectively, in one of two depressions 114a , 114b of the wing adjacent to the shaft 41 and forming latches for the latch 110. The depressions are angularly spaced. The shape and arrangement of the two striker depressions is configured such that one end of the latch can engage one of the striker depressions as the opposite end of the latch is pulled out of the latch. other of the depressions forming a striker.

The latch is a threshold latch whose release threshold is fixed by the stiffness of the load spring. It pivots from one to the other of its locking positions when the wing interacts with the wing pivot stops.

On the other hand, when the wing travels between its end positions, the lock makes it possible to maintain the angular position of the wing, optimizing its lift.

A comparable latch can also be fitted to the joints of the wing attachments.

Figure 6 also shows a slider 44 of the wing engaged on a slider 34. The slider 44 is part of the attachment 32 of the wing. It can be observed that the slider 44 is provided with wing return springs 120. When a wing return spring comes into contact with sliding stops 124 at the ends of the slide 34, it is compressed by the movement of the wing. This takes place just before the kite reaches its end position. As soon as the wing has reached its end position, the wing pivots and goes back in the opposite direction. The spring then restores the energy accumulated in the wing, then moves away from the sliding stop 124.

Preferably the position of the actuation stops 52a of the wing pivoting, of which only one is visible in FIG. 6, can be adjusted in such a way that the pivoting of the wing takes place just before the compression of the return spring d 'wing.

The wing of Figure 6 is shown just before reaching one of its end positions 36b, and just before pivoting.

The wing is preferably equipped with wing return springs for each of its end positions and on the two lateral sides of the wing. As a variant, the wing return springs can also be provided on the frame at the end of the slides, for example.

Figure 7 shows, on a larger scale, another possible embodiment of the blocking latch 46. While the latch 110 of the latch of Figure 6 crosses the wing shaft 41 right through, the latch 110 of the latch Lock 46 of Figure 7 is received in a non-through housing of wing shaft 41. It is spring loaded 112.

The latch also includes depressions 114a, 114b of the wing in the vicinity of the wing shaft 41. The latch 110 can be received in one or the other of the depressions thus defining two stable positions of the wing. These are the angular positions of the wing corresponding respectively to the outward and return alternations of its movement between the end positions of its travel. The angular difference between the depressions 114a, 114b, relative to the axis of the wing shaft 41 corresponds to the amplitude of pivoting of the wing between its two angular positions (2α). The interaction of the wing with the pivot actuation stops exerts a stress on the latch allowing the end of the latch 110 to slide over the edges of the depressions, and to compress the spring of 112 loading the latch. The latch is then pressed into its housing. The lock is released and pivoting can take place. Pivoting stops when the latch reaches the other of depressions 114a, 114b.

In the embodiment of Figure 7 the latch 110, combined with the depressions, combines a locking function and a function of limiting the angular movement of the wing 12.

Figure 8 shows yet another possible embodiment of the locking latch 46. In the embodiment of Figure 8, the wing shaft 41 is provided with abutment extensions 314a, 314b, fixed, combined with a window of movement 316 of the wing, comprising two compartments 114a and 114b. They make it possible to fix the angular deflection of the wing 12. The latch 110 is also fixed. The stop extensions 314a and 314b come into interaction with a wing cleat 314, integral with the wing and opening into the deflection window 316. It is loaded by a non-visible spring. The wing cleat 314 is pushed back into the wing body when the wing is operated by the pivot stops. It then allows passage of the latch 110 from one compartment 114a or 114b to another. In the embodiment of Figure 8 the functions of locking and limiting the amplitude of movement of the wing are shared between the latch 110 and the fixed stops 314a, 314b.

FIG. 9 illustrates an embodiment of a device in accordance with the invention which can be used as a hydrogenerator. Its operation is similar to that described with reference to FIG. 1 except that the wing 12 is not intended to be moved by the wind but by a current of water. The wing is therefore intended to be submerged. The support frame 10 of the device is provided with a float 222 allowing part of the device to be held out of the water. These are in particular inertial energy accumulators. The wing 12, on the other hand, slides below the float 222 which remains on the surface of the water, so that the wing always remains submerged in the water. It can be observed that the transmission 60 connecting the wing 12 to the inertial energy accumulators passes through passages arranged in the float 222.

Claims (10)

1) Aerogenerator device, respectively hydrogenerator comprising:
- a support frame (10),
- at least one wing (12), with a leading edge (22) and a trailing edge (24) received on the support frame (10) and having relative to the support frame a freedom of movement in parallel translation to a translation axis (30), back and forth between a first end position (36a) and a second end position (36b), the wing (12) further having, with respect to the support frame , a pivoting freedom between a first wing angular position (38a) associated with the outward direction and a second wing angular position (38b) associated with the return, around a first pivoting axis (40) substantially perpendicular to the translation axis (30).
- a power take-off shaft (70),
- at least one transmission (60) connecting the wing to the power take-off shaft (70),
in which the support frame comprises first stops (52a, 52b) for actuating a pivoting of the wing between the first angular position of the wing and the second angular position of the wing, in the vicinity of the end positions (36a, 36b). 2) Device according to claim 1, comprising at least one inertial energy accumulator (14) coupled to the power take-off shaft. 3) Device according to any one of claims 1 and 2, comprising an electric generator coupled to the PTO shaft. 4) Device according to any one of the preceding claims, comprising a latch (46) for locking the wing selectively in one of the first wing angular position (38a) and the second wing angular position (38b ). 5) Device according to any one of the preceding claims, wherein the wing (12) comprises an aileron (92) articulated on the wing, the aileron having, relative to the wing, a freedom of pivoting according to a second pivot axis (90) substantially parallel to the first pivot axis, between a first aileron angular position associated with the outward direction and a second aileron angular position associated with the return direction. 6) Device according to claim 5, comprising second stops (102a, 102b) for actuating a pivoting of the aileron between the first angular position of aileron and the second angular position of aileron. 7) Device according to any one of the preceding claims, in which the inertial energy accumulator (14) comprises a plurality of flywheels (72) mounted on a common shaft (70). 8) Device according to claim 7, comprising at least one coupling clutch (74) of the flywheels on the common shaft (70). 9) Device according to claim 8, wherein each flywheel (72) is associated with a coupling clutch (74), and wherein the coupling clutches are electrically controlled clutches and controlled by a control unit ( 80), depending on a rotational speed of the common shaft. 10) Device according to any one of the preceding claims comprising at least at least one spring (120) for returning the wing.